Railway



N0. 6|7,l66. Patented Jan. 3, I899. C. F. KRESS, JR.

RAILWAY TRACK STRUCTURE.

(Application filed Aug. 22, 1898.)

(No Model.)

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CARL FREDERICK KRESS, JR, OF JOHNSTOWN, PENNSYLVANIA, ASSIGNOR, BY MESNE ASSIGNMENTS, TO THE LORAIN STEEL COMPANY, OF OHIO.

RAI LWAY'-TRACK STRUCTU RE.

SPECIFICATION forming part of Letters Patent No. 617,166, dated January 3, 1899. Application filed A gu t 22, 1898. $erial No. 689,211. (No model.)

To ctZZ whom it may concern.-

Be it known that I, CARL FREDERICK KRESS, J r., of Johnstown, in the county of Oambria and State of Pennsylvania, have invented a new and useful Improvement in Railway- Track Structures, of which the following is a full, clear, and exact description, reference being had to the accompanying drawings, which form a part of this specification.

My invention relates to railway-track structures, and has for its general object the provision of a built-up track structure, such as a frog or switch-mate, which will be composed of the smallest possible number of parts, so constructed and combined that the structure will be extremely durable and yet cheaper to build than the built-up structures heretofore manufactured.

One part of my invention consists in providing the improved structure with a metal chock cast between the rails of the structure, embedding the inside rail or rails thereof, so as to form with the latter a substantially unitary structure having a conf0rmation fitting that of the outside rails, between which it may be secured by'bolts or other suitable means. By these means I provide a structure which is substantially formed of three members connected together so that there will be no small parts to become loose and so that a large part of the expense of providing the chock is eliminated, such as .the expense of patterns arising from the use of separately-cast checks or the expense of forging in case cast-steel chocks are used.

Another part of my invention consists in the combination, with a chock thus cast about the inside rail or rails of the structures, of the outside rails having heads out to form the floor of the structure and bearing directly against the heads of the inside rails, so that the cast-metal check is completely covered by the heads of the rails. The chock may thus be made much lighter than those customarily used, and when using any part of the floor as a tread-surface for the wheelflanges I am able to employ the hard-steel rail for this purpose instead of thecomparatively soft chock.

Another part of my invention consists in forming, when desired, a part of the floor from an extended portion of the inside rail or rails of the structure.

Other specific parts of my invention, with their incumbent advantages, will appear in the course ofthe following description.

Referring to-the drawings, Figure 1 shows a plan view of a frog embodying the various features of my invention. Figs. 2 and 3 are transverse sections on the lines 2 2 and 3 3, respectively, of Fig. 1. Fig. 4 is a plan view of a switch-mate embodying the features of my invention. Figs. 5 and 6 are transverse sections on the lines 5 5 and 6 6 of Fig. 4.

Referring first to the frog, as shown in Figs. 1, 2, and 3, O and D represent the inside rails of the structure,while A and B represent the chock, preferably of iron, which is cast about and connects rails O and D. F represents bolts and nuts which secure the wing-rails A and B to the outside of the structure formed by O, D, and E. The point of the frog is formed by the pointed end of the head of rail O, which rail is bent, as shown in Fig. 1. Rail D is also pointed and bent so as to fit snugly against the side of the head of rail O, forming a tread-surface in alinement with that of rail A. The four rails are placed in position and suitably clamped together, the web of the inside rails O and D having first been formed with orifices c and d, and then metal, preferablycast-iron,is poured between the rails,so as to fall through the critics c and cl, uniting rails O and D and conforming to the inside surface of rails A and B. The bolt-holes are formed by cores supported from the rails during the casting operation. This cast metal forms the chock E,which extends some distance beyond the point of the frog, and its extreme end pro-- jects upwardly at E. Grooves a and b are cut in the heads of rails A and B, respectively, and these grooves form a portion of the floor of the frog. Another portion of the floor is formed by the extended portion 0 of the rail O. The remaining short portion of the fioor via, that part required opposite the point and between those portions of rails A and B at which a full head is required-is supplied by the upward projection E of the chock. Except for this small portion it will be seen that the entire floor is formed of the rails themselves, the chock only serving as a filler-piece. It is preferable to so construct the floor that it may be used for the wheelflanges when the vehicle is passing through the frog, and to this end the grooves a and b I rail, and O is the inside point-rail of the branching track. In this case the same general plan is followed, with only such specific differences as are necessary because of the different type of structure. The point-rail O is the inside rail of the structure, and the rails A and B are the outsiderails. E is the cast-metal chock and is cast about the inside rail C and between the outside rails A and B in the same manner as before. The floor is formed by the groove cut in the guard-rail B and by the groove 0 cut in the head of rail 0. Inclined approaches in the floor are formed at b and 12 As it is not necessary that the wheel-flanges should ride on the floor when taking the straight track the floor is at a slightly-lower level immediately beside the head of A. This is preferably done by making a longitudinal groove through the floor after the frog has been secured together. This is shown clearly in Figs. 5 and 6. At E the chock E is not protected by the steel floor; but at this point there is no necessity for any such protection, as the wheel rides upon its tread when passing this part of the floor.

The frog and switch-mate herein shown illustrate the nature of my invention; but I am not limited in the application of myinvention to the specific forms of track structures; neither am I limited to any particular details shown and described, as these are immaterial to the broad scope of my invention and might be readily modified by those skilled in the art.

Certain features of invention, applying more specifically to the switch-mate shown in Figs. 4, 5, and 6, are not claimed in the present application. These form the subject-matter of a divisional application filed by me on the 20th day of September, 1898, Serial No. (391,437.

Having thus described my invention, what I claim, and desire to protect by Letters Pattent, is

1. A railway-track structure comprisinginside and outside rails cut and fitted to lie alongside each other, perforations in the inside rail or rails, a cast-metal chock formed by metal poured between the rails and through the perforations, and bolts passing transversely through all the rails and through the chock, and securing the outside rails against the contour of the chock.

2. In a railway-track structure,a rail having its head out to form a point and having a portion of its head extending beyond the point and cut to form a part of the floor of the structure.

3. In a railway-track structure, the combination of inside and outside rails having their heads bearing alongside each other and flangeways out in the heads, and achock between the webs and under the heads of the rails.

4:. The combination of the inside rail or rails, the outside rails having heads bearing against the opposite sides of the head or heads of the inside rail or rails,and a metal chock filling the space between the webs and under the heads of the rails and cast to the inside rail or rails.

5. In a railway-frog the two point-rails each of which is placed with its head lying against the heads of one of the point-rails, and having fiangeways cut in their heads, in combination with a chock between the webs and under the heads of the four rails.

6. In a railway-frog the two point-rails each of which is placed with its head bearing against the heads of one of the point-rails, and having fiangeways cut in their heads, in combination with a chock between the Webs and under the heads of the four rails and a raised portion at one end of said chock forming an approach to the floor formed by the fiangeways cut in the wing-rails.

7. A railway-frog comprising two rails cut and fitted together and forming the point, a chock of cast metal surrounding and uniting the same, and a pair of wing-rails with heads grooved to form floors and secured to the exterior of the said chock.

8. In a railway-track structure, a chock fitting under the heads of the point and wing rails but having one end raised to form a tapered approach to the floor formed by the wing-rails.

9. A railway-frog comprising a bent point, a second bent rail with its head out to lie against the side of the point-rail, a pair of Wing-rails with heads grooved to form a floor, a chock between the rails and beneath the floor, means for uniting the chock to the two first-mentioned rails and independent means for uniting the wing-rails to the remainder of the frog.

10. A railway-frog comprising the pointrails, the wing-rails grooved to form a floor, the chock uniting the point-rails and fitting under the head portions of the rails, a raised portion of said chock forming an approach to said floor, and means for securing the whole together.

In testimony whereof I have affixed my signature in presence of two witnesses.

CARL FREDERICK KRESS, JR.

Witnesses:

ROBERT M. EVANS, RICHARD EYRE. 

